Internal-combustion engine.



G. P. MURPHY. IN TEBNAL COMBUSTIONV ENGINE. APPLIGATION FILED 0013.12, 1907.

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Patented Feb. 2 1, 1911.

G. F. MURPHY. INTERNAL UOMBUSTION ENGINE. APPLICATION FILED 0GT.12, 1907.

984,695. `Patentmi Feb.21, 1911.

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gaz 22 2s ff 5 l V 'l 1- V ESSE S mi? ,a /Wa/ I W GEORGE CF. IVIURPHY, OF JERSEY CITY, NEW JERSEY, ASSIGNOR TO FUEL OIL ENGINE COMPANY, F PROVIDENCE, RHODE ISLAND, A CORPORATION 0F RHODE ISLAND.

i INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent. Patented Feb, 21, 191i,

`Application filed October 12, 1907. Serial No. 397,206.

I To all whom it may concern:

Be it known that I, GEORGE F. MURPHY, residing at Jersey City, lin the county of Hudson and State of New Jersey, have invented certain new and useful Improvements in Internal-Combustion Engines, of

I which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and use the same.

rllhis invent-ion relates t0 internal combustion engines. One of the objects thereof is to provide a practical and reliable engine ofA the above type, characterized by high power and eliicient action.

Another object is to provide an engine of this character in which ignition ofthe fuel is derived-from the heat of compression.

Another object is'to provide sim-ple, compact and durable valve mechanism for an internal combustion engine.

Other objects willbe in part obvious and in part pointed out hereinafter.

The invention accordingly consists in the features of construction, combinations of elements and arrangement of parts which will be exemplified in the construction hereinafter set forth, and the scope of the application of which will be indicated in the following claims.

In the accompanying drawings wherein `is shown' one of various possible embodiments of this invention, Figure 1 is a side elevation, certain parts being in section in order lto show the construction more clearly. Fig. 2 is a transverse sectional view taken substantially along the line Xf-X of Fig. 1. Fig. 3 is a longitudinal sectional 'view taken through the center of the cylinder' .of the engine.

Similar reference characters refer to similar parts throughout the several views of the drawings.

As tending to cast light upon certain fea` turesv of this invention and render them more readily and fully understood, it mayA gines, there is a resultant uneven torque on the crank shaft and a heavy balance wheel is almost necessarilyelnployed. It may also -be noted that in the use of two cycle engines, unless the cylinders are thoroughly cleaned or scavenged after each'working stroke it may even, in some cases, prevent ignition,

The above and other defective features are eliminated and many positive advantages attained in constructions of the nature ofthe hereinafter described. v

Referring nc-w to Fig. l of the drawings, there is mounted upon any suitable hed, a casting or frame 1 having journaled therein the crank shaft 2 provided with a balance wheel 3. Also mounted upon the bed is a cylinder casting 4:, the cylinder 5 being provided with a hollow piston 6 best shown in Fig. 3 of the drawings, from which a hollow piston rod 7 leads to the ordinary cross head, pitman and crank, by which connection is made with the crank shaft. A hollow rod or tube 8 passes rearwardly from piston 6 through a suitable stufling box 9, and may lead to any desired source of cooling fluid. The cylindern itself is formed with a jacketing space 10, and its heads 11 and l2 are also provided with jacket water passages 13 and 14. It is to be understood that the water is led to these several passages as well as through the piston 6 hy any desired form of hydraulic connections, the same not being herein shown, as they, .in themselves, form no part of the present invention. It may here be noted that the rod 8 serves not only as a conduit for cooling fluid, but also aids in holding the piston in alinement and preventing any tendency of the same to hind or eut.

At the center of the cylinder are disposed a series-of openings which collectively form an exhaust port l5 leading to an exhaust passage 16.

At each end ofthe cylinder is provided a recess or chamber 17 laterally offset, and

mounted upon the cylinder casting 4. With-- in cup and interposed between the same and the top of the casing 2l is a spring 22 normally urging the valve toward its seat, as shown in Fig. 2 of the drawings. From the valve seat, moreover, a passage 23 leads in a direction toward the axis or center line of the cylinder,` whereby the fuel entering from the valve is thrown toward the center of the corresponding end of the cylinder, and thus readily mixed with the air therein as hereinafter described in detail. Immediately below valve 18 and likewise trans-,-

versely disposed with respect to the cylinder yis a valve 24 having its spindle 25l guided as at 26 and 27. Upon the spindle 25 .is` fixed a collar-28 and between this collar and the guide 26 and abutting against these parts, is a spring 29 tending to force the valve 24 against its seat. This valve, as hereinafter described, is adapted to admit air to the chamber 17 through which it passes to the cylinder 5, the walls of the chamber diverging toward the cylinder, as shown in Fig. 2,

in order to diffuse t-he entering fluid more uniformly.

Turning now to Fig. 1 of the drawings, there is shown rotatably mounted upon the cylinder casting `as at 30 a wrist plate 31, which is connected as by the several pivotal links 32 with corresponding pivotally mounted bell crank levers 33 and 34. KT he former of these levers are adapted to alternately engage the spindles of fuel valves 18 with their bifurcated ends 35 and raise the same, and

the latter are similarly related through their bifurcated ends 36 to the spindles 25 of the valves 24.

Mounted upon the crank shaft 2 is an eccentric 37 from the eccentric strap 38 of which link 39 leads to a lever 4() pivoted as at 41 to the casting 1. From the upper or free end of this lever a -link 42 leads to the wrist plate 31, and. is adapted, upon the engine being operated, to oscillate this member and operate the several valves. It may here be noted that the above described parts are so formed and driven as alternately to actuate the valves 18 opening the same during the later stage of the compressionat the corresponding end of the cylinder, and also to open alternately-the air valves 24 at each end of the cylinder at a point of time approximating the endl of the corresponding working stroke. These valves arealso operated in such manner as to open the air valve at one Aend of the cylinder, simultaneously with the opening of t-he fuel valve at the opposite end.

There is provided a` common source of compressed air supply within the conduit 43 which branches las at 44 and 45 to. the two valves 24, and it is to be 'understood that this source of supply is maintained in any desired manner, preferably by the use of a separate blower. It is also to be understood that the fuel is injectedunder high pressure, and preferably accompanied by high pressure air, into the cylinder at the end of compression.

In connection with the action of cylinder 5 and t-he parts associated therewith, it is to be noted'that the vseveral parts are so formed and driven as to carry the compression ateach end to such a high extent that the compressed luid, preferably air, 'will reach a temperature at or above that at which the preferred' fuel will ignite, this action being 90 facilitated by reason of conformation of the chambers 17 into which a considerable portion of the air is com ressed. These `'chambers formed by the cylinder walls and piston as indicated at the left-hand of Fig. 3 of the .drawings have all of their dimensions substantially greater than the length of the untraversed portion of the cylinder, by which is meant the -shortest distance between the piston and adjacent cylinder head at the end of the stroke.` The compressed fluid will thus retain its heat more readily than if it were confined merely in the substantially flat space remaining between the piston and the .corresponding head of the. cylinder. This of course is ydueto the fact that a sphere possesses a maximum volume for its surface, and any space approximating a sphere will, to a corresponding degree, apy proximate this condition of minimum radiating surface for the volume of its contents.

-The provisionA of chambers ofthis nature is of peculiar value in a double-acting, two

cycle, compression toignition engine as t-he large amount of liquid fuel to be evaporated and ignited requires, an economical use of the available heat and the accurate timing of explosions and scavenging air would be interfered with if there were a large loss of heat to the cylinder walls and piston varying with the. temperatures of these parts.

In order to avoid the chance of ambiguity in the meaning' Iof certain Iterms used l,throughout this description and-'the followf ing claims, it may here be noted Vthat the expression wrist plate is broadly used as designating any rocking member or lits equivalent, and that by the term ignition temperature is meant such a point of temperature aswill cause ignition of the dcsired type of fuel. The term charge is also used in a broad sense as designating any fluid which maybe contained in a cylinder, Whether the same be pure air or a mixture of air With a vapor, gas or other fluid.

The operation of the above described embodiment of thisinvention is substantially as follows: Assuming that the piston be in the position indicated in Fig. 3 of the drawreact-ive effect due to the air already com-- pressed to give the energy for the return stroke of the piston. It is to 'be noted that the flaring conformation of t-he combustion chamber substantially fits the jet of liquid fuel sprayed intothe same, and, hence, this fuel is instantly mingled in a substantially uniforln manner with the body of heated airinto which it is injected.` The valve admitting the fuel is preferably held open for an appreciable period and the fuel thus continuously burned, in my preferred construction, throughout a portion of the working stroke. By reason of this action, together with. the expansive force of the highly compressed air, there is provided a pressure upon the piston which is a proximately uniform throughout a consi erable portion of the working stroke, as distinguished from the highly irregular pressure of an es'- sentiallyv explosive engine. and a corresponding increase in etliciency is gained. Upon its approaching `the end of `this working stroke, the piston (i uncovers the exhaust port 15 and permits the burned gases to exhaust. Simultaneously with this action the corresponding air valve 2l is opened and air blown under pressure through the chamber 17 and throughout thel effect-ive length of this end of the cylinder passing out through the common exhaust port 15. This air 'is of sufficient volume. and is so directed as to thoroughly cleanse the cylinder of any remaining burned gases and entirely fill this end of the cylinder with pure air so that upon the piston returning to such extent as to cut otf the exhaust and start compression, it. is pure air only that is compressed. This air is compressed to ignition temperature as above described, and the above cycle of operations repeated. At the opposite end of the cylinder the vvalves 1R and 2-1 perform similar functions` and thc exhaust, as well as the discharged air passes out through the same exhaust port 15.

These several valves moreover are so operated as alternately to supplyfuel to each end of the cylinder at precisely the desired stage of compression, and substantially simultaneously with this admission of fuel air is admitted to clean or sca venge the-opposite end ofthe cylinder.

It may here be noted that although certain fea tures of this invention are of broader application, .nevertheless one of the leading aims-is to provide a two cycle double acting engine of this type, and for. this reason, in my preferred construction, one of the fuel valves is opened at each stroke of the engine, thus providing two impulses or working strokes for each revolution of the ily-wheel.

It will thus be seen that there is provided an engine in Which the torque is substantially even and continuous, due, not only to the fact that there is a Working stroke for each stroke of the piston, but that the fuel is burned rather than exploded, thus resulting in a high degree of uniformity of pressure throughout the stroke, as above noted. It ,will also be seen that the several parts are simple, durable and reliable, and that their action is accurate and certain. The entire engine is of low first cost, and low cost of maintenance, and is well adapted to withstand the .severe conditions of practical use.

As many changes could be made in the above construction and many apparently Widely different embodiments of this invention could be made without departing from the scope thereof, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

It is also to be understood that thc language used in vthe following claims is intended to cover all of the generic and specie features of the invention herein disT closed and all statements of the scope of the invention which, as a matter of language, might be said to fall therebetween.

Having described my invention what l claim as new and desire to secure b v Letters Patent is :d

1. In an internal combustion cnginc, in combination, a cylinder, a piston in said cylinder, power transmitting means connected Willi said piston and driven therefrom. said cylinder, piston aml last means being formed and proportioned to compressa charge in cach end `of said cylinder to ignition temperature, al source of compressed air supply, means adapted to lead air-from said source of supply to said c vlindcr. a pair yof valves adapted to sprayy fuel into the ends of said cylinder, a wrist. plate, and

.means connected with said wrist. plate and adapted upon the same being oscillatcd to open each of said valves alternately prior to the end of the corresponding compression lll() lllii stroke and substantially simultaenously with the admission of air from said source of supply to the opposite end of the cylinder.

2. In an internal combustion engine, in combination, a cylinder, a piston in said cylinder, power-transmitting means connected with said piston and driven therefrom, said cylinder, piston and last means being formed and proportioned to compress a chargek in each end of said cylinder to ignition temperature, a pair of fuel valves adapted to supply fuel to the ends of said cylinder subsequent to the earlier stages of the compression therein, a source of compressed air supply, a pair of valves adapted to open communica-tion between the ends of said cylinder and said source of compressed air supply, a wrist plate, said several valves being positioned in a direction transverse to said cylinder, bellcrank levers operatively related to said valves, and links connecting said levers and said wrist plate whereby said valves are operated upon said Wrist plate being oscillated. y

3. In an internal comblist-ion engine, in combination, a cylinder, a piston in said cylinder, power-transmitting means connected with said piston and driventherefrom, said cylinder and piston forming an offset chamber at each end of said cylinder, and said cylinder, piston and .driven means being formed and proportioned to alternately compress charges wit-hin said chambers to ignition temperature, means adapted to spray fuel into said chambers, and means adapted -to render operative said spraying means at each end during the later stages of the. corresponding compression, all of the dimensions of said chamber being greater than the length of the untraversed portion of said 'cylinder'.

4. ln an internal combustion engine, in combination, a cylinder, a piston in said cylinder, power-transmitting means connected with said piston and driven therefrom, said cylinder, piston and last meansI being formed and proportioned to compress a charge at one end of said cylinder to ignition temperature, means forming a chamber offset from said cylinder and in communication therewith within which the charge is compressed, means adapted to spray'f fuel into' said chamber, and means adapted to render operative said spraying means during the later stages of said compression, the walls of said chamber being formed to diverge, one from another, in a direction toward said cylinder.

5. ln an internal combustion engine, in combination, a cylinder, a fuel valve co-acting with said cylinder, anair valve iro-acting with said cylinder, an eccentric driven from said cylinder, and means connected with said eccentric and adapted upon being driven therefrom in one direction to open said air valve and upon being driven therefrom in the opposite direction to open said fuel valve. i

6. In an internal combustion engine, in combination, a cylinder, two-pair of valves each comprising an air valve and a fuel 'valve and each pair of which is adapted to co-act with one end of said cylinder, a Wrist plate mounted upon said cylinder, separate springs tending to force saidivalves against their seats, means connected with said wrist plate adapted upon the same being oscillated to open said air valves alternately and adapted to open said fuel valves substantially simultaneously Withthe time of opening of the air valve at theopposite end of the cylinder, and means adapted to oscillatc said wrist plate.

7. In an internal combustion engine, in combination, a cylinder, a pair of fuelvalves coacting with opposite ends of said cylinder, separate springs urging said valves toward their closed conditions, means adapted'to lead scavenging air to said cylinder, and common means adapted to open` said valves atl each end -of the cylinder substantially simultaneously 4with the admission of airat the opposite'end, said valves being mounted to move in a direction transverse to said cylinder.

8. In an internal combustion engine, in combination, a cylinder, a `piston in said cylinder, power transmitting means connected with said piston and driven therefrom,

said cylinder, piston and last, means being formed and proportioned to compress a charge at each end of said cylinder to ignition temperature and to form a :daring chamber having all its dimensions less than the diameter of the cylinder into which chamber the charge is compressed, means adapted to spray fuel into said chambers, and means adapted to lead scavenging air to the cylinder.

9. In an internal combustionv engine, in combination, a cylinder, a piston in said cylinder and forming with said cylinder achamber at each end thereof, all of the dimensions of said chambers being greater than the shortest distance from said piston to the adjacent cylinder head at the end of the stroke, power transmitting means connccted with said piston and driven therefrom, said cylinder, piston and driven means being formed and proportioned to alternately compress charges within said chambers to ignition temperature, means adapted to alternately spray fuel into said chambers, and means adapted to lead scavenging-air to said cylinder.

10. ln an internal combustion engine, in combination, a cylinder, a piston in saidA cylinder and forming with said cylindera chamber at each end of the cylinder, all ot' the dimensions of said chambers being greater than the sliortestdistance from said piston to tlie adjacent cylinder head at'the end of the stroke, power transmitting means connected with said piston and driven therefrom, said cylinder, piston and driven means being formed and proportioned to alternately compress charges. within said chambers to ignition tempe xature. means adaptedv tolead scavenging air to said cylinder, and means adapted to spray fuel alternately into said chambers substantially at the same time as .scavenging air is admitted at the opposite end.

ll. In an internal combustion engine, in combination, a cylinder, a piston in said cylinder and forming with said cylinder an expanded chamber at. each end thereof, power l transmitting means connected with said piston and driven therefrom, said cylinder, piston and driven means being formed and proportioned to alternately -compre charges Within saidv chambers to ignition temperature, means adapted alternately to spray fuel into said chambers, and means adapted to lead scai-'enging air to said cylinder, said chambers being formed at one'side of the cylinder adjacent the corresponding fuel spraying means.

In testimony 'whereof I affix my signature.-

in the presence of two Witnesses. GEORGE F. MUR-PHY.

Witnesses R. S. BLAIR, H. M. SEAMANS. 

